Carbureter.



LA. WEBB.

CARBURETER. I APPLICATION FILED SEPT; 4.1913.

Patented Aug. 31, 1915.

3 SHEETS-SHEET I.

J. A. WEBB. v CARBURETER. APPLlCATiON FILED SEPT. 4. 1913- 1,1 5%,131 Patented Aug. 31,1915.

3 SHEETSSHEET 2.

l. A. WEBB.

CARBUHETER- APPLICATION FILED SEPT: 4. 1913.

- 1r 15 1i wmeoow KMM aosnru a. wane, or hit.

VERSE CITY, MICHIGAN.

- cnnnunn'rna.

Specification trs Patent. Patented Aug.3]t 11.915,

Application filed September 4.1913. Serial No. 788,068.

To all whom it may concern: a

Be it known that I, JOSEPH A. WEBB, a citizen of the United States, residing at Traverse City, in the county of Grand Traverse and State of Michigan, have invented certain new and useful Tm rove ments in Carbureters, of which the ollowing is a specification.

The invention relates to a carburetor designed primarily for forming an explosive mixture for use in internal combustion en gines out of liquid hydro-carbons, especially kerosene.

One of the objects of the present invention is the provision of means whereby to automatically vary the quantity and quality.

of an explosive mixture through and by the action of the throttle lever.

Another object of the invention is the provision of means whereby the quantity and quality of the explosive charge may be initially, controlled through manual adjustments of the parts for any and all positions permit the successful use of-kerosene and like oil.

Another like object of the invention is the provision of means. for controlling the Water delivery to the kerosene inch-which means is a duplicate of that for the con-.'

trol of the kerosene fuel, and is automatically governed in the movement of the throttle lever.

The invention in the preferred details of construction will be described in the following specification, reference being had therein to the accompanying drawings, in which Figure 1 is a view and elevation partly in section showing the improved carbureter connected to the engine. Fig. 2 is a view and elevation partly in section taken at right angles to Fig. 1. Fig. 3 is a broken to Fig. 3. Fig. 5 is a sectional view of the gasolene float chamber. Fig. 6 is a plan illustrating the location of the gasolene and kerosene float chambers. Fig. 7 is an enlarged section on the line 7-7 of Fig. 2. Fig. 8 is an enlarged section of the air valve. Fig. 9 is an enlarged section of the auto matic' air valve. Fig. 10 is an enlarged elevation illustrating the throttle control. I Fig. 41s a similar view taken at right angles section of the automatic s eed control and I of the lower end of the car ureter.

In the accompanying drawings it will be seen that the improved carbureter, designated generally by 1 is of elon ated form and supported at its upper en by being secured at 2 to the intake manifold 3 of the engine 4, at its lower end by tie barsor braces 5 secured to the lower end of the carbureter and to the engine base.

The carbureter proper comprises an elongated casing 6 of circular or other form in cross section having a central chamber 7, hereinafter termed the heating chamber surrounding a centrally arranged tube-like member 8 hereinafter termed the mixing tube. The heating chamber 7 is included within an annular wall 9 spaced from the outer Wall of the casing, and forming with said outer wall an air inlet passage 10.-

The top and bottom of the heating chamber are closed by heads 11 and 12, and the outer casing of the carbureter extends below the head 12in the form of an extension 13 in which are formed independent chambers:

14 and 15, closed against each other-by a central partition 16, the chambers 14 and 15 forming the initial receiving chambers for the kerosene and water respectively, and

each being preferably provided with a drain-cock 17 Fuel tubes 18 and 19 com municate with the respective chambers 14 and 15 and tubes 18 and 19 extend upwardly from said chambers into the mixing tube, as clearly shown in Fig. 2 of the drawings. The air inlet passage 10 communicates with the mixing tube through lateral ports or passages 20 formed in the head 12, and said air inlet passage 10 communicates with the atmosphere at the upper end of the casing through openings 21 formed in the casing wall.

The mixing tube 8 extends through the upper head 11 of the casing and communicates with a lateral tube 22 arranged within an 'air inlet chamber 23, the open end of said tube terminating adjacent the inlet 24 to the intake manifold which inlet is controlled by the throttle valve 25 to be later described.

As a means for controlling the automatic admission of an additional air supply, I provide the air inlet chamber 23 with a valve designed to open under suction. To accommodate this valve the chamber 23 is provided witha circular off-set 26 having a lateral inlet 27 open to the atmosphere. A circular casing 28 is secured in the off-set 26 by screws 29, the casing carrying the entire valve structure to provide for convenient removement ofthe wholewhen necessar for adjustment or repair. The casing 28 is provided with a port 30 communicating with the lateral opening 27 and the lower end of the casing is formed to rovide a valve seat 31 adapted to be close by valve 32 removably secured upona stem 33. The stem is adjustably mounted in asleeve 34 carried by and depending from a web 35 forming part of and projecting within the- 36 is threadstem 33 and casing 28. An adjusting nut ed upon the upper end of the held in place by a lock-nut 37. The nut 36 is provided with upper and lower annular projections or seats 38 and 39, and coiled springs 40 and 41 cooperate wlth these seats respectively and with the sleeve 34. The spring hold the valve to its seat, while spring 40 is of such strength and length as to avoid tension on the parts when the valve is closed but exerting increasing tension in accordance with the degree of opening of the valve.

The valve proper is of peculiar construction comprising a leather gasket 42 held between upper and lower steel washers 43 and 44, the former of which terminates inwardly of the valve seat, while the latter has an upturned marginal edge 45 crimped to embrace the edge of the leather valve, clamp-nut 46 securing the washers in position. By this construction an extraordinary length of wear and service is given the valve, as the washers maintain the shape of the valve proper under the pounding incident to the constant opening and closing of the valve,

Located beyond the casing 1, adjacent the lower ends thereof is the automatic feed control for the kerosene and water, designated generally by 47 and 48. As these controls are identical in construction a detailed description of one will suffice for both, it being understood that the word fuel as used in such description is designed to refer to both, or other suitable liquid.

Each of said fuel controls includes a float chamber 49 of any usual or preferred type 41. is of just suflicient strength to having a valve-controlled supply pipe 50 and communicating with a feed chamber 51 formed in a casing off-set from the float chamber through a port 52. The feed chamber 51 has a valve outlet 52' communicating by a valve pipe 19 with one of the fuel chambers 14 or 15 of the carbureter proper. The float chamber and control mechanism is supported on a web 54 projecting from the casing 1 at the lower end of the latter, the respective fuel controlled devices being arranged on opposite sides of the casing 1, as shown. Formed in an ofl-set 55 from the float chamber is a track-way 56 in which is slidably mounted an 5 adjusting bar 57. The bar is ofT-form and in the forwardly projecting portion thereof is formed a vertical series of openings 58 in each of which is slidably mounted what I term a control pin 59 held in adjusted position in the slide bar by set screws 60.

The inner ends of the pins are headed and recessed at 61 to receive and sup ort what I term an'adjusting track 62. he track is more or less flexible so that any one or more of the pins may be adjusted in the slide bar so as to give the track the desired conformation, for' a purpose which will presently appear. Rotatably mounted in an off-set 63 of the feed-chamber casin 51 is a shaft 64, on which, beyond the 0 -set is loosely mounted one end of a lever 65,-which lever includes a curved arm 66 projecting downwardly and toward the trackway 62 and terminating in a roller 67 adapted for travel along the track 62. Secured on the shaft 64 beyond the lever 65 is an arm 68, fixedto the shaft by a pin 69. The arm has a relatively off-set depending portion 70 adapted to receive and support an adjusting screw 71, the free end of which is designed to bear against the depending portion 66 of the lever 65. To the shaft 64 within a suitably formed opening of the off-set 63 is secured an arm 72, the free end of which projects within the feed chamber '51 and preferably comprises spaced plates 73 held in clamping relation by set screw 74, and together formed with a spherical socket 75 to receive the spherical head 76 on the upper end of the stem 77 of a needle valve 78 cooperating with the outlet 52 of the feed chamber 51. j

The air inlet casing 23 is formed with alined openings in the opposing side walls thereof, as at 79, and these openings are closed by heads 80 having central bearing sleeves 81 in which is rotatably supported a shaft 82 carrying the throttle valve 25. The throttle valve is preferably segmental form including upstanding projections 83 loosely encircling the shaft. 82 and fixed with relation thereto by set screw 84. The shaft 82 extends in one direction beyond the adjacent head 80 to receive and support the throttle ioo lever 85 and the sparking lever 86, the former being fixed upon the shaft by a set screw 87, and the latter loose upon the shaft, but held against end-wise movement thereon .by a removable end-washer 88. The spark bility of jarring loose. To this end I provide a quadrant 89 appropriately secured to the structure and' provide the respective levers 85 and 86 with off-set casings 90 disposed respectively above and below the quadrant. In each of the casings is. mounted a fiber plug 91 held in frictional contact with the quadrant by springs 92, the tension of the springs together with the character of the fiber plugs serving to retain either lever in set position on the quadrant against the possibility of accidental movement. One end of the quadrant has a depending portion 93 in which is threaded a limiting screw 94 held in adjusted position by a lock-nut 95, the inner end of the screw being designed to receive and limit the movement of the throttle lever in order that the throttle valve may be set against complete closing.

The throttle lever is provided with an angle extension 96 connected to a rod '97 in turn connected to a lever 98 in advance to the pivotal connection of such lever 98 to the carbureter casing, the pivotal support of the lever v98 being in form of a shaft 99 on which shaft there is provided at the respective ends duplicate levers 98. The respective levers 98 have their free ends connected by rods 100 with the respective slide bars ,57 of the distinct fuel control. By this specific arrangement it will be obvious that as the throttle lever is shifted the slide bars 57 of the respective fuel control are raised or lowered as the. casemay be and that the trackway 62 of each of said controls isbrought into contact with the roller 67 of the lever 65 to operate the needle valve 78 as will later appear a spring 101 maintaining the roller 67 in contact with the track 62.

To provide for heating theingoing air, the fuel in the chambers 14 and 15, and the mixture in the tube 8 I connect the heating chamber 7 of the carbureter casing with the exhaust from the engine through a pipe 102, leading the same into the heating chamber near the upper end thereof, and providing an outlet from said chamber through a pipe 103 near the lower end thereof.

As is the case with engines using kerosene and similar oils all parts of the engine structure-must be heated to a considerable degree prior to the admission of the fuel. To provide for this result I combine with the carbureter described a connection for the initial admission of a gasolene vapor to the engine for initial running purposes. This construction includes a float chamber 104: having a float controlled valve 105 in the supply pipe 106 leading thereto. The outlet from the float chamber is through the medium of a pipe 107 leading to one end of the passage of the tube 22 in the air chamber, and'extended within said tube in the form of a reduced feed pipe 108, the free end of which terminates immediately above the throttle valve. The pipe 107 has a T-connection'109 adjacent the juncture of said pipe with the air inlet casing, and angularly related needle valves 110 and 111 control the passage of the gasolene through this pipe. Two valves are provided in order that one, as 110 may be adjusted for a correct starting supply of gasolene, while the other as 111 is used as the control valve.

The use of the auxiliary gasolene carbureter is important in that it permits the proper starting of the engine and also provides a means for maintaining the operation of the engine in the event the kerosene carbureter should become inoperative. In this connection it will be noted that the bottoms of the respective chambers 14 and 15 are provided. with openings 112 in direct vertical alinement with the fuel tubes 18 and 19, for the introduction of a cleaning tool to remove obstructions from said tubes, the openings being closed with the usual plugs 113. The pipes 19 are provided with valves 114, whereby either automatic feed device may becut off from the carbureter casing at will.

Inoperation, the valves 114 are closed and the engine started on the gasolene mixture as previously described, and after the engine has been heated to a sufficient degree the gasolene supply is cut off and the kerosene fuel used. Prior to the starting of the engine the automatic control devices are adjusted so as to deliver that degree of the respective fuels that is best adapted for the maximum efiiciency of the engine in each and all positions of the throttle lever, both with respect to the character of the engine and the duty which it is to perform. This ad justment consists in giving the trackway 62 the desired conformation, which is obtained by loosening the set screws 60 and adjusting the respective pins 59 so that when the track'at each particular pin engages the roller 67 of the lever 65, said lever will be operated to that extent which will admit the requisite quantity of fuel. Assuming this adjustment it is also necessary .to adjust the initial position of the needle valve 78, and this is obtained by operating the set screw 71 until it bears upon the arm 66 of the lever with suflicient pressure to force the lever i arm into contact with the track 62 and also move the depending arm 68 slightly rearwardly to turn the shaft 64 and through the angle arm 72 slightly raise the needle valve. With these adjustments it will be obvious thatas the throttle lever is moved the track 62 of each control will be raised or lowered .as the case may be, correspondingly opercylinder.

It is to be particularly noted that the admitted air travels the full length of the carbureter casing in one direction and a portion of a length thereof before being mixedwith the fuel, and that the mixture travels the remaining length of the casing before being delivered to the throttle valve. By reason of this length of travel the air and also the mixture becomes extremely highly heated, as throughout itsv full travel it is in contact with Walls which are heated to the maximum capacity by the heat of the exhaust gases from the engine. This heat, together with the velocity of the stream in the mixing tube has the effect of completely vaporizing and gasifying the mixture before it leaves the mixing tube. Under an in creasing speed of the engine the velocity of A the mixture is of course increased, but ordinarily contains an insuflicient supply ofair for the engine. This is corrected by the automatic air inlet valve 32, as in the operation of this valve suflicient air is admit ed for engine purposes under any and all speeds thereof.

The automatic feed control of the fuel is particularly desirable in engines operat ing with kerosene or similar fuel, as experience has demonstrated that the operator will find that at certain speeds or speed of the engine the fuel delivered is not exactly proper, being. either too rich or too poor.

'By the automatic control provided the carbureter for the particular engine may, by the adjustmentrof the tracks 62, be so gov- .erned as to give a mixture of the exactly desired quality at each and every speed of the engine, thereby insuring the utmost engine efliciency from the particular fuel used.

The improved carbureter being designed for kerosene fuel, it is arranged to deliver as a part of such fuel, water, which, as

understood, is necessary in forming an explos ve mixture of kerosene or similar fuels. Ordlnarlly no water is required when the engine is working below half load, but from this capacity, on, the amount of water neces-v sary is gradually increased. By the automatic control of the water feed, the track 62 may be adjusted to avoid opening the needle valve for such fuel, until the throttle valve is at the desiredposition, and to open such needle valve beyond such point to the extent required.

The improved carbureter provides a'construction which will readily and conveniently form an explosive mixture from kerosene or like fuels, and deliver this mixture to the engine with specific relation of the quantity and quality of such mixture to the peculiarities and desired function of the particular engine, the adjustment of the automatic controls compensating for the quality and quantity of the mixture, and also permitting an adjustment which will compensate for a variation in one type of fuel oil over a previously used similar or non-similar oil.

Havingthus described the invention what I claim is 1. 'A carbureter including a heating chamber, a throttle valve, a mixing tube and an air passage communicating with the atmosphere and with the mixing tube, means for delivering fuel to the mixing tube, an air inlet casing arranged above the carbureter, a lateral tube therein in communication with the mixing tube, the open end of said tube terminating adjacent the throttle valve.

2. A carbureter including a heating chamber, a throttle valve, a mixin tube and an air passage communicating with the atmosphere and with the mixing tube, means for delivering fuel to the mixing tube, an air inlet casing arranged above the carbureter, a lateral tube therein in communication with the mixing-tube, the open end of said tube terminating adjacent the throttle valve, and a fuel pipe leading from an independent source of fuel supply extending longitudinally of said tube.

. 3. A carbureter including a heating chamber, a throttle valve, a mixing tube and an air passage communicating with the atmosphere and with the mixing tube, an air inlet casing arranged above the carbureter, a lateral tube arranged in said casing and open to the mixing tube, and an automatically-operated valve-controlled inlet opening into said casing.

' 4. A carbureter including a mixing tube, fuel chambers formed in said carbureter, valves controlling the admission of fuel to said chambers, a throttle lever, a trackway actuated in the operation of the lever, and. valve-operating means engaged and operated by the trackway in the movement of the latter, said trackway comprising a flexible element, and means for independently adjusting said element at distinct points in its length.

5. A carbureter including a mixing tube,

ieame fuel chambers formed in said carbureter, Valves controlling the admission of fuel to said chambers, a throttle lever, a trackway actuated in the operation of the lever, and valve-operating means engaged and operated bythe trackway in the movement of the latter, said trackway comprising a flexible element, and independently-adjustable pins supporting said element throughout its length.

in presence of tWo Witnesses? D. S. WEBB, En PROUTY.

witnesses.

JOSEPH A. WEBB. 

